Refrigerator car



Oct. 10, 1933. J. KOPSA ET AL REFRIGERATOR CAR Filed Nov. 6, 1930 3 Sheets-Sheet l Oct. 10, 1933. J K'QPSA ET 1,929,500

REFRIGERATOR can Filed Ndv. 6, 1930 3 Sheets-Sheet 2 2 29 gag J1 g 7 7 30 .vfiai Imfenfis and $121,118 15 0012 Edmund Z261 fizmfi Oct. 10, 1933. J. KOPSA EkAL' REFRI GERATOR CAR Filed Nov. 6, 1930 3 Sheets-Sheet 3 if fiwm1w ym J: Q

Patented Oct. 10, 1933 UNITED STATES PATENT OFFICE REFRIGERATOR CAR Julius Kopsa, Chicago, and Edmund D. Brigham, Jr., Highland Park, Ill., assignors to North American Car Corporation, Chicago, 111., a corporation of Illinois Application November 6, 1930. Serial No. 493,897

18 Claims. (01. 62-117) cially adapted for use in railway refrigerator cars.

The invention relates to improvements in a refrigerator car and refrigerating system of the general type disclosed in the reissue patent of Luhr, Reissue No. 17,660, May 13, 1930. In an apparatus of this type a compressor located beneath the car body is driven from the running gear of the car when the car is in motion. The compressed refrigerant is conducted to a condenser positioned in an exposed position on top of the car where the refrigerant is condensed to liquid form and drains into a receiving tank within the car. The liquid refrigerant is then permitted to expand in refrigerating coils located in bulk-head compartments at the resepective ends of the car, thus absorbing heat from the air within the car and the goods stored therein, the expanded refrigerant being then conducted back to the compressor to complete the cycle. A portion of the refrigerating coils are positioned in brine tanks which serve as storage reservoirs for cooling energy at the times when the car is stationary and hence the compressor is not being driven so that the circulation system will betemporarily inoperative. The brine in these tanks is cooled down while the system is in operation so as to serve as a reserve body of heat-absorbing material which will continue the refrigerating process during such times as the circulation system is not functioning.

According to the present invention, a plurality of refrigerating coils connected in series or parallel with one another and positioned outside of the brine tank within the bulk-head compartment, are used for normally refrigerating the air which circulates through the bulk-head compartment from the storage chamber. The refrigerant, after passing through these outside coils, passes through another coil, which is positioned within the brine tank and connected in series with the outside refrigerating coils. In this way, the cooling energy is first applied directly to the process of refrigerating the car, and any reserve cooling energy is stored in the brine within the tank. A thermostatic valve positioned within the storage chamber and subject to temperature changes in said chamber serves as an expansion valve for restricting the flow of liquid refrigerant to the refrigerating coils, and also functions to vary the path of flow of the refrigerant through the coils. When the temperature within the car is above a desired maximum, the refrigerant is so directed as to flow first through the outside coils and then through the brine tank coil, but when the temperaure has been lowered below this predetermined maximum, the refrigerant will be directed only through the coil within the brine tank, the outer coils being temporarily idle.

The principal object of this invention is to provide an improved refrigerating system for re frigerator cars, of the type briefly described here-.

inabove and disclosed more in detail in the specifications which follow.

Another object is to provide a simple, efiicient and highly economical system of refrigeration adapted to maintain the car temperature within a predetermined, but adjustable temperature range.

Another object is to provide a refrigerating system of this type embodying means for storing cooling energy operative at all times while the car is in motion, in combination with means for directly cooling the car, which latter means is cut into or out of operation in accordance with the temperature conditions prevailing within the car. I

Another object is to provide a mechanical refrigerating system for refrigerator cars embodying brine tanks for storing cooling energy, and refrigerating coils positioned both outside and inside the brine tanks, together with temperature controlled means for directing the refrigerant' either through all of the coils or through the coils Within the brine tanks only. I

Another object is to provide an improved form of temperature-controlled mechanism for regulating the flow of refrigerant.

Another object is to provide an improved mechanical refrigerating system that may be substituted as a unit for the cooling system in standard refrigerator cars of the ice-cooled type now in general use.

Other objects and advantages of this invention will. be more apparent from the following detailed description of one approved form of apparatus embodying the principles of this invention.

In the accompanying drawings:

Fig. 1 is a diagrammatic view, partially in Iongitudinal vertical section, illustrating the principal elements of the refrigerating system and the piping connections therefor.

Fig. 2 is a transverse vertical section through one end portion of the refrigerator car, the view being taken substantially on the line 2-2 of Fig. 3.

Fig. 3 is a longitudinal vertical section through one end portion of the car, taken substantially on the line 3-3 of Fig. 2.

Fig. 4 is a horizontal section, taken substantially on the line 44 of Fig. 2.

Fig. 5 is a central horizontal section through the control valve.

Fig. 6 is a vertical detail section, taken substantially on the line 66 of Fig. 5.

The invention will be described with particular reference to the diagrammatic lay-out shown in Fig. 1, in which the piping system can be more easily followed, after which the more practical embodiment of certain portions of the system as shown in Figs. 2, 3 and 4, will be more particularly described.

Referring to Fig. l, the general outline of the closed car body is indicated in dotted lines at 1, one of the car trucks is indicated at 2, and 3 is a pair of the car wheels. It will be understood that a similar truck is located at the other end of the car. The principal elements of the refrigerating system are the compressor A, the condenser B, a receiving tank 0 for holding liquid refrigerant,

the improved temperature controlled expansion and distribution valve D, and two similar improved refrigerating units E and E, one located in each end of the car. All of these elements are connected in circuit,' substantially in the order named.

The compressor A, of any suitable type, is supported in a housing 4 and is driven from one of the car axles or wheels in any suitable manner,

for example, by the sprocket gearing, indicated generally at 5. It will be understood that the drive connections actually used will be more complicated than the one here illustrated since provisions must be made for swiveling action of the car trucks with relation to the car body, but as far as the general principles of the present invention are concerned, any suitable form of drive connection can be used whereby the compressor will be operated whenever the car is in motion. The compressor might be driven from a motor supplied with energy from an outside source when the car is stationary, or from a storage battery on the car, and energy might be supplied from a dynamo driven from the running gear of the car. In such installations, the compressor could be driven continuously even though the car was in motion, 'and these portions of the present invention are applicable to such a system, but the improved refrigerating system is particularly adapted for use in those installations where the compressor is only operative when the car is in motion.

The compressed vaporized refrigerant from compressor A flows through pipe 6 to the condenser B, which is carried in an exposed position butside of the car body, preferably on top of the car. The compressed refrigerant is condensed or liquefied in the condenser B and flows down through pipe 7 into the receiving tank C. From the supply in tank C, the liquid refrigerant is forced through pipe 8 to the expansion and distribution valve D, which is preferably located centrally in the storage compartment of the car,

so as to be responsive to the temperatures prevailing in this storage chamber. Preferably, a suitable reducing valve 9 is positioned in the pipe line 8 so that the liquid refrigerant will be delivered to the control valve D at a constant pressure regardless of pressure variations that may occur in that portion of the system between compressor A and the reducing valve 9, as described above.

The control valve D, one approved form of which will be described more in detail hereinafter, performs two distinct functions, one of which is to permit the flow of the liquid refrigerant to the refrigerating elements in limited or restricted quantities only, so that the refrigerant can expand and vaporize in the low pressure side of the system, which extends from the valve D to and through the refrigerating elements E and E and back to the compressor A. The other function of valve D is to change the distribution or flow of the refrigerant in accordance with temperature changes in the space in which this valve is located. There are two outlets leading from valve D, designated as 10 and 11. When any temperatures above a desired maximum prevail in the car, or in the space adjacent the valve D, the refrigerant will be discharged through pipe 10. When the temperature in the car has been lowered below this predetermined maximum, the fiow of refrigerant will be changed to the outlet pipe 11, the flow through pipe 10 being cut off. The supply pipe 10 has two branches 10 and 10' which extend to the two similar refrigerating elements E and E, respectively. In a similar manner, the supply pipe 11 is provided with two branches l1 and 11.

The two refrigerating elements E and E will be substantial duplicates, although two different types of piping connections have been shown in Fig. 1, at the two endsof the car. One of these refrigerating elements will be positioned in each end of the car, preferably in a bulk-head compartment similar to those formerly employed for holding the ice supply, and through which a circulation of air from the central storage chamber is maintained, all as will be hereinafter described. The refrigerating element E comprises a central brine tank 12, preferably a closed sheet metal tank containing a supply of brine or other equivalent material having a low freezing point, there being a pipe coil 13 positioned within the brine tank 12. The object of this brine tank is to act as a storage reservoir for cooling energy, or in other words, it provides a body of heat-absorbing material, which will function as a refrigerating element in the same manner asa supply of ice would do when the mechanical refrigerating system is temporarily out of action. Positioned outside of brine tank 12, and preferably one at each side thereof, are two similar refrigerating pipe coils 15 and 16, these coils being connected together at their lower ends in open communication with the supply pipe 10, as

indicated at 17. The upper ends of the two outside coils 15 and 16 are joined together at 18, from which connection leads a pipe 19 to the lower end of the pipe coil 13 within the brine tank 12. A discharge pipe 20 leads from the upper end of inside coil 13 back to the compressor A. It will be noted that the two outfor the refrigerating element E at the opposite end of the car. Such parts of this element as are similar to corresponding parts of element E are indicated by similar but primed reference characters. Refrigerating element E'- differs from element E in that the outer coils are connected in series instead of in parallel, and an additional outer coil 70 is positioned above the tank 12'. The supply pipe 10 leads to the lower end of coil 15, from the upper end of which a pipe 71 leads to the lower end of the opposite outside coil 16'. The upper end of coil 16' connects with one end of upper coil '70 which discharges at its opposite end into the connection 18 from which the refrigerant flows through inner coil 13', as in the element E first described.

The other supply lines 11 and 11' lead from valve D to the respective connections 18 and 18, thus feeding the refrigerant directly into the inner coils 13 and 13 through pipes 19 and 19'. At such times as the supply flows through pipes 11 and 11', the supply through pipes 10 and 10' will be cut off so that all of the outer refrigerating coils of both elements E and E will no longer be supplied with compressed refrigerant.

It is to be understood that while in the diagrammatic lay-out shown in Fig. 1 we have described two different types of refrigerating elements E and E, ordinarily both of the elements, as used in any one car, will, be of the same type.

The two discharge lines 20 and 20 leading from elements E and E, respectively, connect at '72 into a common discharge pipe 73 which leads into the lower portion of an accumulator '74. Discharge line '75 leads from the upper portion of the accumulator back to the compressor A. A cooling coil '76 positioned in the accumulator 74 connects at one end with a small supply pipe provided with reducing valve 78 and leading from the liquid refrigerant supply tank C. Pipe 79 leads from the other end of coil 76 and discharges into the pipe '73. The function of this accumulator is well known in the art as will be referred to again hereinafter.

Before taking up the operation of the system, we will first refer to the other figures of the drawings which show some parts of the system 'in more practical detail. Referring to Figs. 2,

3 and 1:, one end portion of a refrigerator car is shown comprising the floor 22, side walls 23, end wall 24, and roof 25, all of which are preferably double walled and suitably insulated, as usual in approved refrigerator car construction. A vertically extending bulk-head 26 located adjacent the end of the car, separates the bulk-head compartment 27, in which the refrigerating element is located, from the main central storage chamber 28, in which the goods to be shipped and refrigerated are positioned or packed. The bulk-head 26 is provided with suitably screened circulation passages 29 and 30 adjacent the lower and upper ends, through which a circulation of air from storage chamber 28, through refrigerating chamber 27 and back into the storage chamber, is maintained. The refrigerating element here shown by way of example is of the series connected type as indicated diagrammatically at E in Fig. 1. The pipe 6 containing the compressed, vaporized refrigerant extends up from compressor A through one corner portion of the bulk-head compartment 2'7, then passes upwardly, as at 31, to the central end portion of the roof, and has branches 32 and 33 connecting, respectively, with the two halves of the condenser B, which, as

' shown, is divided in two similar sections carried by the two oppositely sloping sides of the roof 25.

Each section of condenser B comprises a series of spaced parallel pipes 34 extending substantially the length of the car and joined at alternate ends by loops 35 so as to form a continuous pipe line through which condensed refrigerant will gravitate, due to the inclination of the roof section. Discharge pipes 36 and 37 lead from the lower ends of the two condenser sections and join at 38 with the pipe '7 leading down to receiving tank C, in which the liquefied refrigerant from the condenser accumulates. Tank C is mounted on any suitable supports, such as indicated at 39, in the lower portion of one of the bulk-head compartments 27. There need be only one of these receiving tanks C, but'otherwise the structure mounted in the bulk-head compartment 27 here shown is substantially duplicated at the other end of the car.

The brine tank 12 is mounted on any suitable support, such as 40, preferably substantially centrally within the bulk-head compartment 27 so that there may be a free circulation of air therearound. The outside coils 15 and 16 are preferably in the form of a plurality of spaced apart horizontal pipe sections 41 connected at alternate ends by loops 42. One of these outside coils is supported adjacent to each side of tank 12, but spaced therefrom, so that a free circulation of air is permitted through and around each of the outside coils. A third outside coil '70 may be mounted in a horizontal position above tank 12 to increase the refrigerating surface. This third coil may or may not be used as is found necessary or desirable. The inside coil 13 may be a flattened spiral loop of a suitable size to fit loosely within the brine tank 12. The supply pipe 10 leads to the lower end of outside coil 15. A pipe 71 leads across adjacent one end of tank 12 from the upper end of coil 15 to the lower end of coil 16. The, upper end of coil 16 connects at to the inlet end of upper coil 70, the outlet end of which is connected through pipe 81 with the three-way fitting 18. The alternate supply pipe 11 also leads to fitting 18 from which leads the inlet pipe 19 to the lower end of inner coil 13. The discharge pipe 20 leads from inner coil 13 preferably extending down through car floor 22 and horizontally beneath the .floor in closely parallel relation to the pipe 6, although the vertical run of this pipe 20 has been shown spaced from the pipe 6 in Fig. 3 in order to more clearly show the pipe connections. It will be noted that the supply line 8 leading from tank C to the thermostatic control valve D, and the two return supply pipes 10 and 11 from valve D to the refrigerating element E, all have horizontal runs extending substantially parallel with one another in a group adjacent one upper inner side corner of the car. These pipes run out to the valve D which will. preferably be located in an over-head central position in the storage chamber 28.

One preferred form of valve D suitable for this purpose is shown in Figs. 5 and 6. The valve block or casing 44 is formed with a central cylindrical piston chamber 45, in which the piston 46 has a snug slidable fit. The pipe 8 which conducts the liquid refrigerant to the valve connects with an inlet port 4'? from which lead a pair of similar branch restricted inlet passages 48 opening into the piston chamber 45. A pair of spaced restricted outlet passages 49 are arranged in alignment with the restricted passages 48 at the opposite side of the valve block and lead to outlet ports 50 and 51, in which the supply pipes 10 and 11 are respectively connected. The cylindrical surface of piston 46 is formed with a pair of annular grooves 52 of substantially the same diameter as passages 48 and 49. These passages 52 are spaced somewhat closer together than the pairs of passages 48 and 49 so that when one groove 52 is in alignment with one pair of restricted passages 48 and 49, a. solid portion of the piston 46 will be interposed between the other aligned passages 48 and 49, all as shown in Fig. 5. A valve stem 53 extends out through an extension 54 of valve housing 44, a suitable-packing 55 around this valve stem preventing the escape of fluids from the valve chamber. A thermostat-supporting frame 56 has a central hub portion 57 which is slidably keyed at 58 on the extension 54 of the valve casing. A compression spring 59 confined between the slidable frame 56 and a collar 60 on the end of extension 54 serves to urge the frame inwardly into engagement with an annular cam ring 61 which is interposed between the end of housing 44 and the inner end of frame 56 which is provided with a pair of cam surfaces adapted to mate with the cam surfaces 62 on ring 60. A manually operable lever 63 extends outwardly and downwardly from the cam ring 60 and it will be apparent that as this lever 63 is oscillated in one direction or the other the supporting frame 56 will be urged outwardly against the resistance of spring 59 or will be moved inwardly by said spring. A thermostat consisting of a plurality of suitably coupled bimetallic bars 64 is centrally coupled, as at 65, to the outer end portion of valve stem 53. When a certain temperature is reached in the locality of this valve D, the bars 64 will bow inwardly, moving one of the channels 52 in piston 46 into alignment with the inner pair of inlet and outlet passages 48 and 49 so that the refrigerant will be directed into the supply pipe 10, leading to the lower end of the outer coil 15. When the temperature at this locality has fallen to a certain predetermined point, the bars 64 will bow outwardly so as to bring the other channel 52 into alignment with the outer pair of passages 48 and 49 and complete a supply connection leading to pipe 11, which extends directly to connection 18 and thence to inner coil 13 in the brine tank, at the same time cutting off the supply connection leading through pipe 10 to the outer coils 15, 16 and 70. The hand lever 63 is movable over a suitably calibrated dial 66 carried by the valve casing, and it will be apparent that as lever 63 is moved, the entire assembly, consisting of supporting frame 56, thermostat 64, valve stem 53 and piston 46 will be adjusted inwardly or outwardly with respect to the valve casing 44. In this way the critical temperatures at which the refrigerant flows will be changed from pipe 10 to pipe 11 or vice versa can be changed as desired, that is, the operative temperature range maintained by the automatic valve D can be manually adjusted. Valve dial 66 can be so calibrated as to indicate the approximate temperature that will be maintained within the storage chamber 28. The assages 48, 49 and 52 are made sufficiently small to restrict the flow of the high pressure liquid refrigerant supplied through pipe 8 so that the refrigerant will not expand and vaporize and thus absorb heat until it flows into the low pressure side of the system extending from the valve D through the refrigerating elements E and E back to the compressor A. In this manner the automatic valve D combines the functions of an expansion valve and a distribution valve. This preferred form of thermostatic control mechanism D is disclosed more in detail and claimed in our copending application Serial No. 493,898, filed November 6, 1930. This specific valve mechanism is not claimed in the present application except broadly as an element of the improved refrigerating system. It will be apparentthat as far as the broad principles of the present application are concerned, other forms of distributing valves might be used, and separate distributing and expansion valves could be used if preferred instead of combining both functions in a single valve mechanism.

Any suitable refrigerant which exists in both the vapor and liquid states within the range of temperatures to which a refrigerator car is subjected, can be used in this apparatus, although ammonia is preferred for this purpose.

In the general operation of this system, it will be apparent'that whenever the car is in motion along the track-way, the compressor A will be driven and the refrigerant will be caused to circulate, the vaporized refrigerant will be compressed in compressor A and transferred under high pressure through the condenser B where it is relieved of a portion of its heat and condensed, and flows in liquid form, still under high pressure, into the receiving tank C. This liquid refrigerant is forced to and through the valve D, which delivers it in restricted quantities to the two refrigerating elements E and E wherein the refrigerant expands and vaporizes and thus absorbs heat from the air circulating through the bulk-head compartments 27 from and back into the central storage chamber 28. As long as the temperature in the storage compartment 28 is above the predetermined temp rature which it is desired to maintain in this po ion of the car, the refrigerant will flow first through the outer coils 15, 16 and '70 which directly absorb heat from the circulating air passing through the bulk-head compartment. The expanding refrigerant then passes from the outer coils through the inner coil 13 and any cooling energy remaining in the refrigerant is utilized to lower the temperature of the brine within tank 12, the expanded and somewhat heated refrigerant then being returned through pipe 20 to the compressor A, completing the cycle. When the temperature has been lowered to the desired point in storage chamber 28, the valve D acts automatically to cut off the supply of refrigerant to the outer coils 15, 16 and 70, but the refrigerant then flows through pipes 11 and 19 and directly through the inner coil 13 so as to continue to store cooling energy in the brine confined within tank 12. If the temperature in storage compartment 28 rises above the predetermined maximum, the valve D will again operate to direct the flow of refrigerant first through the outer coils and then through inner coil 13. In this manner a substantially constant temperature can be maintained within the storage compartment of the car, and this temperature can be prede-f termined by a proper manual setting of the thermostat valve D.

A restricted flow of liquid refrigerant from supply tank C (the flow being controlled by reducing valve 78) passes through coil '76 where it expands and vaporizes to absorb some heat from the gases returned through discharge pipes 20, 20' 'and 73, to accumulator 7 4. Since the compressor A is air-cooled, it is undesirable to return excessively heated gases to the compressor and this is avoided by chilling these gases in the accumulator 74. The accumulator also acts as a trap to prevent the possible return of liquid refrigerant to the compressor, since the discharge pipe '75 leads from the upper portion of the tank '74. Any liquid refrigerant that may accumulate in tank 74 must vaporize before it can pass out through pipe 75 to the compressor.

It will be noted that the refrigerant is always active to store cooling. energy in the brine tanks as long as the car is in motion, but when the car has temporarily halted, as at a station, the en-* tire circulation system will be, for the time being, inoperative. At such times the mass of cold brine stored up in the tanks 12 and 12' will act to absorb heat fromthe air flowing through the bulkhead eompartments 2'7 and thus keep up the refrigerating process until the car is again put in motion and the circulation system again functions. If the car stops for a substantial length of time, the temperature of the brine may be raised considerably by the heat absorbed from the circulating air, but as soon as the car is again put into motion, and the circulating system begins to function, the outer coils 15, 16 and 70 will immediately become operative to carry on the refrigerating process and the desired low temperature of the brine in tanks .12 and 12' will gradually be restored.

While the circulation of air would normally be downwardly through the bulk-head compartments 27, heated air being withdrawn from the top of storage chamber 28 through passages 30 and cooled air discharged into the storage chamber 28 through passages 29, this direction of circulation can be reversed if desired by using suitable power driven fans or blowers, as is well known in this art.

We claim:

1. In a refrigerating system, a brine tank, a refrigerating coil positioned outside the tank, a refrigerating coil inside the tank and connected in series with the outside coil, and means for circulating a refrigerant either through both coils or through the inside coil only.

2. In a refrigerating system, a brine tank, a refrigerating coil positioned outside the tank, a refrigerating coil inside the tank and connected in series with the outside coil, and means for circulating a refrigerant first through the outside coil and then through the inside coil, or through the inside coil only.

3; In a refrigerating system, a brine tank, a refrigerating coil positioned outside the tank, a; refrigerating coil inside the tank and connected in series with the outside coil, and temperaturecontrolled means for circulating a refrigerant either through both coils or through the inside coil only.

4. In a refrigerating system, a brine tank, a refrigerating coil positioned outside the tank, a refrigerating coil inside the tank and connected in series with the outside coil, and temperaturecontrolled means for circulating a refrigerant first through the outside coil and then through the inside coil, or. through the inside coil only.

5. A mechanical refrigerating system comprising a compressor, a condenser, an expansion valve, and a refrigerating element connected ina closed fluid refrigerant conducting circuit in the order named, the refrigerating element comprising a brine tank, a coil within the tank and a coil outside the tank, and means for directing the refrigerant alternatively either through both coils or only through the coil within the tank.

6. A mechanical refrigerating system comprising a compressor, a condenser, an expansion valve, and a refrigerating element connected in a closed fluid refrigerant conducting circuit in the order named, the refrigerating element comprising a brine tank, a coil within the tank, a pair of coils outside the tank, one at either side thereof, the outside coils being connected in series with the inside coil, and means for alternatively directing the refrigerant either through the outside coils and then the inside coil, or only through the inside coil.

7. A mechanical refrigerating system comprising a compressor, a condenser, an expansion valve, and a refrigerating element connected in a closed fluid refrigerant conducting circuit in the order named, the refrigerating element comprising a brine tank, a coil within the tank, a pair of coils outside the tank, one at either side thereof, the outside coils being connected in series with the inside coil, and temperature-controlled means for alternatively directing the refrigerant either through the outside coils and then the inside coil, or only through the inside coil.

8. A mechanical refrigerating system comprising a compressor, a condenser and a refrigerating element connected in a closed fluid refrigerant conducting circuit in the order named, the refrigerating element comprising a brine tank, a coil within .the tank, and-a coil outside the tank, and an automatic temperature controlled valve and refrigerant distributing means positioned in the circuit between the condenser and refrigerating element and adapted to cause the refrigerant to flow either through both coils in series or only through the coil within the tank.

9. A mechanical refrigerating system comprising a compressor, a condenser and a refrigerating element connected in a closed fluid refrigerant conducting circuit in the order named, the refrigerating element comprising a brine tank, a coil within the tank, and a pair of coils outside the tank, one at either side thereof, the outside coils being connected in series with the inside coil, and an automatic temperature-controlled combined expansion valve and refrigerant distributing means positioned in the circuit between the condenser and refrigerating element and adapted to cause the refrigerant to flow first through the outside coils and then through the inside coil, or only through the coil within the tank in accordance with temperature conditions in the space being refrigerated.

10. A mechanical refrigerating system for a railway car having a closed storage chamber, comprising a compressor, means for driving the compressor, acond'enser mounted on the car and exposed to the outer air, a fluid conduit leading from the compressor to the condenser, a receiver for liquidjrefrigerant carried by the car, a conduit from the condenser to the receiver, a refrigerating element within the storage chamber comprising a brine ,tank, a coil within the tank, a coil outside the tank, a return conduit from the refrigerating element to the compressor, and

means comprising a temperature-controlled valve and a series of conduits connecting the receiving tank and the refrigerating element whereby the refrigerant is directed either through both coils or only through the coil within the tank.

11. A mechanical refrigerating system for a railway car having a closed storage chamber, comprising a compressor, means for driving the compressor from the running gear of the car, a condenser mounted on the car and exposedto the outer air, a fluid conduit leading from the in the car, to direct the refrigerant alternatively,

compressor to the condenser, a receiver for liquid refrigerant carried by the car, a conduit from the condenser to the receiver, a refrigerating element within the storage chamber comprising a brine tank, a coil within the tank, a coil outside the tank, a return conduit from the refrigerating element to the compressor, and means comprising a temperature-controlled valve and a series of conduits connecting the receiving tank and the refrigerating element whereby the refrigerant is directed either through both coils or only through the coil within the tank.

12. A mechanical refrigerating system for a railway car having a closed storage chamber, comprising a compressor, means for driving the compressor from the running gear of the car, a condenser mounted on the car and exposed to the outer air, a fluid conduit leading from the compressor to the condenser, a receiver for liquid refrigerant carried by the car, a conduit from the condenser to the receiver, a refrigerating element within the storage chamber comprising a brine tank, a coil within the tank, a coil outside the tank, a return conduit from the refrigerating element to the compressor, and means comprising a temperature-controlled valve and a series of conduits connecting the receiving tank and the refrigerating element whereby the refrigerant is directed either through the outside coil and then the inside coil in series, or only through the coil within the tank.

13. A mechanical refrigerating system for a railway car having a closed storage chamber, comprising a compressor, means for driving the compressor from the running gear of the car, a condenser mounted on the car and exposed to the outer air, a fluid conduit leading from the compressor to the condenser, a receiver for liquid refrigerant carried by the car, a conduit from the condenser to the receiver, a refrigerating element within the storage chamber comprising a. brine tank, a coil within the tank and a pair of coils outside the tank, one at either side thereof, the outside coils being connected in series with the inside coil, a return conduit leading from the inside coil to the compressor, and means comprising a valve and conduits leading from the receiving tank to the refrigerating element for directing refrigerant either through all of the coils or only through the coil within the brine tank.

14. A mechanical refrigerating system for a railway car having a closed storage chamber, comprising a compressor, means for driving the compressor from the running gear of the car, a condenser mounted on the car and exposed to the outer air, a fluid conduit leading from the compressor to the condenser, a receiver for liquid refrigerant carried by the car, a conduit from the condenser to the receiver, a refrigerating element within the storage chamber comprising a brine tank, a coil within the tank and a pair of coils outside the tank, one at either side thereof, the outside coils being connected in series with the inside coil, a return conduit leading from the inside coil to the compressor, an automate temperature controlled distributing valve, a conduit leading from the receiving tank to the valve and conduits leading from the valve to both the outside and inside coils, the valve being adapted, in accordance with temperature conditions withfirs t through the outside coils and then through the: inside coil, or only through the inside coil.

15. In combination with a refrigerator car comprising a closed insulated car body enclosing a.

central storage chamber and a pair of similar refrigerating bulk-head compartments, one at each end of the car, there being air circulating passages connecting the bulk-head compartments with the storage chamber, a mechanical refrigerating system comprising a brine tank positioned centrally within each bulk-head compartment, a pipe coil within the tank, a pair of coils outside the tank, one at either side of the tank, a third outside coil positioned above the tank, the outside coils being connected in series with the coil within the tank, a compressor, means for driving the compressor from the running gear of the car, a condenser mounted on the outside of the car, a conduit for refrigerant leading from the compressor to the condenser, a receiving tank for liquid refrigerant, a conduit leading from the condenser to the receiving tank, a thermostatically controlled distributing valve positioned in the storage chamber, a conduit "leading from the receiving tank to the valve, a supply conduit leading from the valve and having branches leading to the respective outside coils at the two ends of the car, a second supply conduit leading from the valve and having branches leading direct to the respective inside coils at the two ends of the car, the valve functioning automatically in accordance with temperature conditions within the storage chamber to direct the refrigerant into one or the other of the supply conduits, and a return conduit leading from the two inside mile to the compressor.

16. In combination with a refrigerator car comprising a closed insulated car body enclosing a central storage chamber and a pair of similar refrigerating bulk-head compartments, one at each end of the car, there being air circulating passages connecting the bulk-head compartments with the storage chamber, a mechanical refrigerating system comprising a brine tank positioned centrally within each bulk-head compartment, a pipe coil within the tank, a pair of coils outside the tank, one at either side of the tank, the outside coils being connected in series with the coil within the tank, a compressor, means for driving the compressor, a condenser mounted on the outside of the car, a conduit for refrigerant leading from the compressor to the condenser, a receiving tank for liquid refrigerant, a conduit leading from the condenser to the receiving tank, a thermostatical- 1y controlled distributing valve positioned in the storage chamber, a conduit leading from the receiving tank to the valve, a supply conduit leading from the valve and having branches leading to the respective outside coils ,at the two ends of the car, a second supply conduit leading from the valve and having branches leading direct to the respective inside coils at the two ends'of the car, the valve functioning automatically in accordance with temperature conditions within the storage chamber to direct the refrigerant into one or the other of the supply conduits, and a return conduit leading from the two inside coils to the compressor.

17. In combination with a refrigerator car comprising a closed insulated car body enclosing a storage chamber and a bulk-head compartment, there being air circulating passages connecting the bulk-head compartment with the storage chamber, a mechanical refrigerating system comprising a brine tank positioned centrally within the bulk-head compartment, a pipe coil within the tank, a pair of coils outside the tank, one at either side of the tank, the outside coils being connected in series with the coil within the tank,

a condenser, a receiving tank for liquid refrigerant,

a conduit leading from the condenser to the re ceiving tank, a thermostatically controlled distributing valve positioned in the storage chamber, a conduit leading from the receiving tank to the valve, a supply conduit leading from the valve to the outside coils, a second supply conduit leading from the valve direct to the inside coil, and a return conduit leading from the inside coil to the compressor, the valve functioning automatically in accordance with temperature conditions within the storage chamber to direct the refrigerant alternatively into one or the other of the supply conduits.

18. In combination with a refrigerator car comprising a closed insulated car body enclosing a storage chamber and a bulk-head compartment, there being air circulating passages connecting the bulk-head compartment. with the storage chamber, a mechanical refrigerating system comprising a brine tank positioned centrally within the bulk-head compartment, a pipe coil within the tank, a pair of coils outside the tank, one at either side of the tank, the outside coils being connected in series with the coil within the tank,

a compresson'means for driving the compressor from the running gear of the car, a. condenser mountedon the outside of the car, a conduit for refrigerantleading from the compressor to the condenser, a receiving tank for liquid refrigerant, a conduit leading from the condenser to the receiving tank, a thermostatically controlled distributing valve positioned in the storage chamber, a conduit leading from the receiving tank to the valve, a supply conduit leading from the valve to the outside coils, a second supply conduit leading from the valve direct to the inside coil, an accumulator tank, a return conduit leading from the inside coil to the accumulator tank and thence to the compressor, a cooling coil within the accumulator tank and a supply pipe leading from the receiving tank to the cooling coil, the valve functioning automatically in accordance with temperature conditions within the storage chamber to direct the refrigerant alternatively into one or the other of the supply conduitsk JULIUS OPSA. EDMUND D. BRIGHAM, J R. 

